Elevator system



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9 sheets-sheet s Filed May 4, 1954 mgm llllllll l l Nw mhm N@ lllll IIoI No w w lllv, T25 m xwl IIIIIIITL o.. ma i mw dwol m0 F f I i. 31:3 m3. N5. X I I I I l l I |..I& m Q 2 mw V Z nvlz v no.; m5 .5 io 2 E N 762 I 3 I 4 Y m N u m 2h M M Gfmv. I MH? 6U w W G/ nv I .m 0 9 m. 4 I M F I 5 2 4 A .Ws m 4 F I 7 0 5 MAL B Vl z 4 1 G G .I MVv AW 0 3 I M m 2 m G m 1 2 United States Patent C) This invention relates to elevator systems and it has signed-for operation without car attendants.

Although aspects of the invention may be employed in elevator systems having car attendants, the" invention is particularly desirable for elevator systems off the: automatic type which do not have car attendants. For this reason, the invention will be discussed with particular reference to such operatorless systems.

When an elevator car in an operatorless system stops at a landing, such as a floor of a building or structure, it is the practice to hold the elevator car at the oor for a substantial time in order to permit loading and-unloading of the elevator car. a non-interference time.

seconds `for eachstop.

In accordance with the invention, the non-interference time is varied in accordance withthe requirements for'eachlothe oors at which aV stop is made.V To Vthisend, the elevator system is designed to Aholdan elevator car at--a oor at kwhich the elevator stops for a non-interference'substantial time, such as Siseconds.

The non-interference time for a car callmay differ from thataemployed for a tioor call. Thus, ifv a passenger within the elevator car registers a call for aloor, the -elevator car Vmay be heldat suchytloor for-a noninterference time of Vthe order of say three seconds.

However,` if the elevator cartstops` in response to aftloor. callnregistered by an intending passenger atV one ofthe intermediate oors, a longer non-interference'time, tov

allow a-passenger to wall: `tothe car that-is stopping from,the kfarthestpointor the corridor, suchvas 5 tot?4 seconds may-be employed.Y

In one system to which the invention may be applied al substantial non-interference time is provided `for each stopoi the velevator car. However, uponrnovement of a passenger into or out of the elevator car, the.-non interference Vtime is reset to a smaller value which-may be-larger fora stop made in response to a floor-call than-for a stop-madein response to a car call; For example, if the elevator car stops at a lioor in response to a car call, the elevator cary door opens and ,remainsnopen for a non-.interference time of the order of live secondsV if no one leaves or enters the elevator car. However,y as soon -as a personleavessor enters theelevator car, the non-interference/time is Vreset to a value ofthe order 4of` one-half second. The non-interferencetime similarly is reset yfora `time of the order of one-halfy second each timev a successivel passenger leaves or enters theelevator car, if no passenger enters or leaves theelevator car afterv theI predetermined time has elapsed for a period in excess of one-half` second, the door starts to close. Once the doorstarts to close, it may continue to its completely closed position despite the attempt of additional passengersto enter the elevator car or leave the elevator-car provided the elevator car is in condition to run.- Alter natively, ltheielevatorcar door may be conditioned vtofopen This time is referred tovas v in the prior art systems, thenoneinterference time may be of the order of 5 or kmore particular relation vto elevator systems which are tieice each' time a passenger attempts to enter or leave the elevatorV car before the elevator car door completely closes. When this happens, the door does not start to close-until one-half second after the beam has been reestablished.

If theelevator car stops in response to a registered oor call at an intermediate floor, the elevator car door againis opened and remains open for a substantial noninterference time, such as ve seconds. However, if a person enters or leaves the elevator car, the non-interference time is -reset for a smaller value, such as two seconds. If succeeding persons enter or leave the elevator car at close enough intervals, the non-interference time is reset for each of the persons for a time which may be of the order of one-half second in order to delay therreclosure of the door.

lf the elevator car stops at an intermedate floor in responseto `a `registered oor call and is assigned to reverse at such oor, the door may open for a non-interference timeof Vthe order of tive seconds.v In this case, entry of a yperson into the car or departure of a passenger from the car may reset the non-interference time to a smaller value of the order of one-half second. Each succeeding person entering or leaving the elevator car within suitable intervals may reset the non-interference time for an interval of the order of one-halfsecond to delayrreclosure of the door. Preferably, once the door starts to close, an attempt of a passenger to enter orV leave the elevator car will not cause the door to reopen.

In a preferred embodiment of the invention the movement of a passenger or an intending passenger into or out ofthe elevator car is determined by'transmitting energy into the passage traversed by such passenger. Interruption kof vsuch energy path by a passenger is ascertained by a suitable detector.

In some cases, a passenger may attempt to prevent the closure of the door for au unreasonably long time by standing in the path of the transmitted energy. In accordance with an aspect of the invention, if energy is interrupted for an unduly long period, such as four seconds, a closing movement ofthe door is initiated promptly at 4theclose of such period. Desirably the door may be provided with a protective edge which initiatesv the stopping or -reopening of the door ifY the door reaches a pern son located in the closing path of the door. If as the t door reopens the path for the energyis reestablished the door will remain open for the required one-half second and will not start to reclose as long as the path is interrupted at less than one-half second intervals.

After movement into or out of the elevator car starts, successive loads or passengers ordinarily follow the first load or passenger rapidly. Each load or passenger afterv the purpose of maintaining adequate spacingof the ele vator cars. In such a case, the variable ynon-interference time is still desirable for Vthe intermediate tloors or land,

ings served by each elevator car. If the car is loading or unloading after a closing operation of the elevator car door is initiated by the dispatcher, the closure of the door may be prevented by operation of the detector.

In a preferred embodiment of the invention, an. elevator car is provided with a passage through which load, such as a passenger, may enter and leave the elevator car. The passage may be exposed or closed by a door which is automatically'opened as the elevator car reaches a predetermined load transfer position which'ordinarily'is a landingor, oorfof a building. Upon expiration of the amarre non-interference time, therdoor may be closed fortheY purpose of permitting departure of the elevator car.

A signal or energy is established or transmitted across the passage. to a function of the signal or energy. For example, the detector may be responsive to the presence or absence of radiant energy. If a load, such as a passenger, enters the area through which the radiant energy is projected, the detector senses the presence of such load. The detector, in turn, controls mechanism which, in response to the movement of the load through the passage, resets the noninterference time in the manner previously described. If the detector receives no radiant energy for more than a predetermined time the door may be promptly closed.

Other expedients may be employed for expediting closure of the elevator car door. Thus shortly before the elevator car door is assigned to close, a suitable signal may be operated to warn persons of the impending closure of the door. Such a signal may be in any suitable .form such as a lamp or a voice message instructing persons to clear the doorway. A buzzer is quite suitable for such a signal.

If the elevator car door fails to close Within a reasonable time, a second signal desirably is operated. This signal may be of the same general type as the liirst signal.

Door speed and door force may be controlled for the purpose of assuring door closure. If the elevator car door has remained open for more than a reasonable time, the closing force may be increased for the lirst part of the closing movement in order to force from the path of the door any obstruction impeding door closure. Desirably the `door under such circumstances may start its closing movement at a normal speed. However, if the door thereafter reaches an obstruction in the closing path of the door, the speed of the door may be reduced until the bstruction is removed.

If the closure of the door is prevented for more than a reasonable time, a closing force may be exerted on the door continuously until the door closes. In a preferred embodiment of the invention the closing force is exerted unless safety edges on both sides of the door opening are operated.

In the foregoing discussion, the operation resulting from an interruption of Vthe beam of light is independent of the direction of movement of the load through the doorway. The invention further contemplates a system wherein a control is exercised which is dependent on the direction in which load moves.

In accordance with an embodiment of the invention, rst and second detectors are provided which are responsive to different positions of a load. For example, if the load is represented by a passenger entering the elevator car, the movement of the passenger into the elevator car operates the Viirst detector before operating the second For a' reverse movement of the load the dedetector. tectors operate inthe inverse order.

The detectors'areV employed for initiating control operations'which are dependent 4on the direction of movement of the load. In a preferred embodiment of the invention an elevator car is provided with a non-interference time which may be of the order of seconds. If the elevator Car stops in response to a registered car call, movement of load through the doorway of the elevator car resets the non-interference time to va smaller value such as la second. If the elevator car stops in response to a registered floor call, movement of load into the elevator car resets the non-interference time to an intermediate value such as 2 seconds. If the elevator car stops at a oor for which both car and floor calls are registered, movement It is therefore an object of the invention to provide anV A detector is provided which is responsive Y improved elevator system having a minimum of lost tim at each elevator car stop.

It is a further object of the invention to provide an elevator system wherein an elevator c-ar is held at one of its stops for a substantial non-interference time and wherein the non-interference time is decreased in response to departure of load from an elevator car or entry of load into the elevator car to different values under different conditions.

It is also an object of the invention to provide -an elevator system wherein an elevator car is held at anelevator stop for a substantial non-interference time and wherein the interference time is reset on movement of load into or out of the elevator car to a value which is smaller for a car call stop than for a iloor call stop.

It is an additional object of the invention to provide an elevator system, wherein an elevator car is provided with a passage through which load enters and leaves the elevator car and wherein energy is projected across the passage, land wherein a change of a function of the energy transversing said passage resets the non-interference time of the elevator car to a selected one of several small values of time.

Still another object of the invention is the provision of an elevator system wherein improved signals are given for the purpose of clearing the closing path of an elevator car door.

It is also an object of the invention to provide an improved door control system wherein the force exerted to move the door is varied for portions of the door movement.

It is a further object of the invention to provide an improved door control system wherein the speed of the door is modified in response to presence of an obstruction in the closing path of the door.

It is an additional object of the invention to provide an elevator control which is responsive to the direction of load movement.

It is another object of the invention to provide an elevator control for an elevator car which is responsive to the direction in which load moves between the velevator car and a oor at which the elevator car has stopped.

It is also an object of the invention to provide an vator system wherein the non-interference time of an elevator car has a value dependent on the direction of movement of load between the elevator car and a oor at which it is stopped.

It is a further object of the invention to provide anelevator system wherein an elevator car which stops at a oor in response to a registered oor call has a noninterference time which is decreased to a smaller value in response to initial movement of load into the elevator car but which is not affected by initial movement of load out of the elevator car.

It is an additional object of the invention to provide an elevator system wherein an elevator car which stops at a floor in response to a registered oor and car calls for such floor has a non-interference time which is decreased in response to initial movement of load into the elevator car but which is not atected by initial movement of load out of the elevator car.

Other objects of the invention will be apparent from the Vfollowing description taken in conjunction with the accompanying drawings, in which:

Figure 1 is a schematic view with parts in elevation and parts broken away of an elevator system which may embody the invention;

Fig. 1A is a view in section showing an elevator car employed in Fig. 1 associated with a hoistway;

Figs. 2, 3 and 4 are schematic views including circuits in straight-line form ofV a control system embodying the invention; f,.1j`ig. 5 is aschematic view including circuits instraight magmaliuc.k form of. a, modified. control f system the.-

invention;

Fig.6 is a viewin.sectionshowingy anelevator-car associated with'l a hoistway andfembodyingta modified Vform ofthe invention;

Fig. 7 is aschematic view includingcircuits in straight line form of a modified-control system embodying the.

invention;

Fig. Sgis a view, in section kshowing,an,.elevator car associated-with a hoistway-,and illustrating modified fde tectors which may beemployed in the-circuits illustrated in the Y,preceding figures; and

Figs.-2A, Y3A, 4A, 5A and v7A.are.keyrepresentations s of electromagnetic relays and switches employed-'in the Y.

circuits of, Figs. 2, 3, 4, 5- and7.` If Pigs. 2, 3, 4, 5 and-7 are horizontally, alignedrespcctively with Figs.

2A, 3A, 4A, 5A and 7A; itwill be found that coils and contacts ofV the switches and relaysl appearingin the key representations` areV horizontally aligned. with the. correspondingcoils yand contacts shown inthese circuits..

Although, the inventiony may be incorporated ink an.

elevator system employing various numbers Aof elevator cars servingbuildings or structures-having .various num-` bers of oors, the invention can be.described adequately with reference to an elevator systemA having fourelevator cars servinga building having tive tioors. The elevator` The. elevator cars lwill be assumed `to .bedispatchedfbetween cars may be-dispatched from any desired .oors.

the first oor and the .upper terminal or ifth floor- Because of the complexity of such systems, certain conventions have been adopted. The elevator cars.will beidentied by the reference `characters A, B, C and-D; Since the circuits for the cars'are similar, substantially complete circuits are shown for the cars A and B. Come ponents associated with ,the .cars C andvDv are .discussed only as required.

Components associated with theelevator cars B, C and `D which correspond to acomponent of the/elevator.

car A areidentited bythe same referencecharacter-employed for the component of the VelevatoicartA pre-` ceded by the letterslB, C` and D, respectively. For.V

example, the reference characters U, BU, CU and DU designate up switches, respectively,-for the kelevator .cars

closed when the switches and relays areenergized andA In the drawings the` variousvswitches and relays are shownl in so far aspossible .in theirdeener picked up.

rst, second and third sets of contacts of the up switch U.'

`In order to facilitate the presentation` of the invention,

the apparatus shown in the figures will be briefly setV forth, and the operationvof the complete system thereafter .will be discussed. The system includes in part the following apparatus:

APPARATUS SPECIFIC TO CAR Av Effrslowdowninductorrelay. Fee-stopping y,inductor relay W-unpwfmn Vrelay-- Xffdown-preference relay ,-v

.. 70T-timing relay TIL-car-call stopping Y relay K -floor-call y stopping vrelay- SQ-main starting relay L-car-position relay N-loading-.relay I S-auxiliary startingrelay-4 t0-door relay 45-.door-control` `relay DCfsiQOrfClcse Solenoid; DO-door-open r.solenoid SR-detector urelayY LWA, N U,NUA, 70HI, ASRT-time delay relays i Y 300-eXpediterrelay l-reversal relay i APPARATUS :COMMON -TO .ALL CARS..

2DR ,to SDR-down oorfcall storing relaysl ZUR tOAURV-up floor-callstoring relays v Figure I Fig. 1 illustratesrthe. structural relationships ,ofqfthe.y elevatorcarsA, Bi and associated apparatus withfreferfencetothe: building structure which thevelevator car-s are intended to serve.`

The elevator car A and a counterweight 10 are securedY to opposite ends vof .atrope/or-cable v11 which passes lover al sheave 13. The sheave -13 is mounted on -the.shaft-14, of anv elevatordrivingf,motor V15; The fshaft l14- also4I carries a brake drumld.-withgwhichra brakel? of the* .conventional springfapplied electrically-releasedtype Vis associated. The motor 15 is secured to the door 18 of a,

penthouselocated in thestrueture which the elevator car is intended to serve..

In order to simplify theassociation -of control circuits with ,the Yelevator car A, ancontrol device 19'is providedV which is operated in accordance with a functiony of they movement ofthe elevator car A. In the specic embodiment of Fig. 1, the control device takes the form ofa1 oor selector .which includes aninsulating vpanel 20 and a brush carriage 21. A screw22 is mounted for rotation, relative yto the panel 20.` This screw conveniently may The brush carriage 21 vis inthreaded engagement with thescrew 22. As the elevatorvcar A moves upwardly,A

thebrush carriage 21 is moved upwardly but at a ra-te much slower than the rate of movement of the elevator Similarly, when the elevator car A moves -down-A Cal'.

wardly, the .brush carriage 21 also moves downwardly at a slower rate.

Therpanel20 carries a plurality of contact segments which are ,insulatedfrom each other. Thus, the contact segments a2 to a5 are arranged in a row on the panel 20. As the elevator car proceeds upwardly from the basement, a brush 23 mounted on the carriage 21 successively engages the contact segments a2 to a5, as the elevator car approaches respectively the floors 2 to 5 of the structure. It will be understood thatthe contact segments a2 to a5 are spaced from each otherrin ac-I cordance with the spacings of the floors. As will be pointed out below, these contact segments are employed with circuits controlling the stopping of the 'elevatorA car during up travel in response to car calls'.

As a further example, the panel 20 has a single contact segment e1 which is engaged by a brush 24 mounted on the. carriage 21 only when the elevator car A is ad jacent the rst or dispatching oor. As will be pointed out below, this-contact segment is employed inf-com trollingwthe H.operation -of a dispatching dev-ice.

assurez" it will be understood that a number of rows of contact segments and a number of brushes may be employed in the oor selector. However, the foregoing discussion is believed sucient to illustrate the mechanicalrelationships of these contact segments and brushes.

Certain apparatus is mounted on or inthe elevator car A. Thus, car-call buttons 2c to4c areA provided for registering car calls for the second, third and fourth oors, respectively.

A slowdown-inductor relay E is provided for the purpose of initiating a slowdown of the elevator car A as it approaches a door at which it is to stop. The inductor relay may be of conventional construction and includesI two sets of break contacts E1 and E2. When the coil of the inductor relay E is energized, the contacts remain in the positions illustrated inFig. I until the relay is adjacent'an inductor plate located in the hoistway of the elevator car A. For example, when the coil of the inductor relay E is energized and the inductor relay is adjacent the magnetic plate UEP for the second oor, the magnetic circuit is completed, which results in opening of the break, contacts EI. remain open until the coil of the inductor relay E is dee'nergized. The inductor plate UEP is positioned to be reached by the, inductor relay E as the elevator car approaches the second floor for the purpose of initiating slowdown of the elevatorfcar. 'It will be understood that a similar'inductor plate is similarly associated with each of the iloors at which the elevator car is required to stop during up travel.

If vthe coil of the inductor relay E is energized during down travel of the elevator car, and if the relay reaches' the inductor plate DEP for the second oor, a magnetic circuit is completed which results in opening of the breakcontacts E2. When opened, the contacts remain open until the coil is deenergized. The inductor plate DEP'is so positioned that it initiates slow down of the elevator car A a suitable distance from the second floor. A similar inductor plate would be similarly associated with each of the floors at which the elevator car A is to stop during down travel.

The'elevator car A also carries a stopping inductor relay F which is similar in construction to the inductor relay E. This relay s employed for initiating a stopping operation of the elevator car A. The stopping inductor relay F cooperates with inductor plates UFP and DFP in a manner which will be clear from the discussion of the cooperation of the slowdown inductor relay with the inductor plates UEPV and DEP.V If theicoil of the relay F is energized and if the elevator car is to stop at the secondiloor While traveling up, when the inductor relay F reaches the inductor plate UFP a magnetic circuit is completed which results in opening of the break contacts F1. This initiates a stopping operation of the elevator car. An inductor plate similar to the plate UFP is similarly associated with each of the oors at which the elevator car A is to stop during up travel thereof. If the elevator car A during down travel is to stop at the second floor, the coil of the stopping inductor relay F is energized, and when the inductor relay reaches the inductor plate DFP for the .second oor, a magnetic circuit is completed which results in opening of the contacts F2. This initiates a stopping operation of theA elevator car A. VIt will be understood that an inductor plate similar totherinductor plate DFP is similarly associated with each of theiloors at which the elevator A is to stop during down travel thereof.

' The elevator car A also carries a mechanical switch 63 which is positioned to be operated by cams 26 located in the hoistway associated with the elevator car. The mechanical switch 63 normally is closed and is opened by a'carn 26 when the elevator car A is adjacent the rst or dispatching floor and by a similar cam when the car is at the upper terminal floor. vIt will be understood 'that When open, the contacts Y otherm'echanical'switches may be operated in a similaf manner by the elevator car A. Y Y

AnV intendingpassenger on the fourth door may register a door calll for elevator car service in the up direction by pressing a button of a push-button switch 4U. A similar push-button switch is located at each of the intermediate oors from which an intending passenger may desire to proceed in an up direction.

If theintending passenger at the fourth iioor desires to proceed in a down direction, he may press the button of a push-button switch 4D located at the fourth door.

A similar push-button switch is located at each of the` intermediate oors from which an. intending passenger may desire to proceed in a down direction.

vThe elevator 'car A is provided with a door DP which is mounted tofslide across the passage through which passengers enter and leave the elevator car. The door is movedV by means of a lever 28 which is pivotally mounted on the Vcar by means of a pivot 28A. The lever 28 is mved'in a clockwise direction about a pivot by meansA of a door-close solenoid DC for the purpose of closingthe passage and is moved in a counterclockwise movementab'out its passage to open the door by means signal/may Ybe of any type which can be modified byV the movement of a passenger through the passage and in which the modification produced by such movement may be detected. For example, the signal may be in theform ofY infrared radiant energy or ultra-violet radiant energy. ,As' .a further example, supersonic energy may be projected across the passage. However, it will be assumed that the energy is in the form of visible light which is produced by a lamp LAI mounted on the edge of the door which is the leading edge during a closing movement' of the door. The light is in the form of a beam which is focusedin any suitable manner on a suitable detector such as a photocell PCI. The output of the photocell may be amplified by means of an amplier AMI which is supplied with electrical energy from a suitable source and the output of the amplifier is applied to a relay PRI. The relay PRI may be designed to be'picked up as long as the photocell PCI receives the beam of radiant energy. Detectors of this type are well known inthe art. Examples of such detectors may be found in the Kinnard et al. Patent 1,822,152 and in the Ellis, Jr., Patent 1,947,079.

Although a single beam may su'ice, in some cases it is generallyidesirable to employ a plurality of beams. Such beams may be produced by interposing suitable reflectors between the lamp LAI and the photocell PCI to reflect a beam across the passage several times before it reaches the photocell. However, for present purposes, it will be assumed that separate lamps and photocells are employed for each of the beams. Thus, in Fig. 1A, a second lamp LA2 is provided for projecting energy towards a photocell PS2 which is associated with an amplifier AMZ and a relay PRZ.

In the embodiment thus far described, the lamp LAI is mounted on one edge of the door DP. lamp and a photocell may be placed in any positions whereinrthe beam between the lamp and photocell is interrupted by the entry of load into the elevator car or the departure of load from the elevator car. Thus the beam may be located between the car and hoistway doors or it may be adjacent the hoistway door. A beam positioned about twelve inches above the oor has been found suitable.

In Fig. 1A, a hoistway door DPH is provided which' If desired, aV

spawn.

eachyofthe-oors served Vbythe elevator car.- The `.cou-

plingof -thetwo doors may be effected in aconventional manner. as Abyla vane VDPV whichis secured "to the door DP for reception inthe slot of a slotted block DPBA which ismounted on the hoistway door DPH.

The hoistway door DPH is moved to close and expose a hoistway passage through which load enters and leaves the elevator car. As shown in Fig. 1A, the lamp VLA2 is mounted on a hoistway wall or door jamb to protect radiant energy across the hoistwaypassage towards the photocellf PC2 which also is mounted on a hoistway wall. By inspectionof Fig. 1A, it willY be observed Vthat :the

radiant energy transmitted from the lamp LAZ to thev adjacent the photocells PCI, PC2. Thesafety edgeSEA operates switches SEAl and SEA2` for three purposes hereinafter set forth.

The load in the elevator car is weighed in any suitable manner as by the deection of a spring-mounted platform PL. Loads in excess of say 8O percent of ratedy capacityeopen the normally-closed load weighing switch LW, and closea normally-open load weighing switchl LWLv Figure 2 Fig. 2 shows circuits for the driving motor, thebrake,

the speed relay V, the up switch U, the down switch D,l the car-running relay M, the holding relay G, the slowv down inductor relay E, the stopping'inductor relay F, the 11p-preference relay W, the down-preference relay X, the timing relay 70T, the door relay 40, the doorcontrol relay 45, the door-close relay DC, the door-open relay DO,.the detector relay SR, the time-delay relay SRT and the expediter relay 300. Energy for the various circuits is derived from direct-current buses L+ and L Although various motor control circuits may bev employed, it will be assumed that a control circuit of the variable-voltage type is employed. By inspection of Fig. 2, it will 4be noted that the armature 15A of the driving motor 15 and the armature 29A of a direct-current generator 29, together with a series field winding 29B for the generator,` are connected in a series or loop circuit. The field winding 15B for the driving motor 15 is connected directly across the buses L+ and L-.

The magnitude. and direction of energization f of the.

drivingl motor 15 are controlled by the direction and magnitude of the energization of a separately-excited field winding 29C provided for the generator 29. It will be understood that the armature 29A of the generator is4 rotated at a substantially constant rate by a suitable motor MO which may be a polyphase induction motorenergized from a suitable source through a switch MOS. Contacts MOSl areillustrated and are operated by the switch to closed position only when the motor MO is conditioned to run. For present purposes, it will be assumed that operation of the switch MOS to closed position also closes the contacts MOSI.

When the elevator car A isconditioned forup travel, the generator field winding 29C is connected acrossvthe buses L+, L through make contacts U2 and U3 vofthe up switch. Whenthe elevator carA is conditionedv for down travel, the generator field winding 29C is connectedv` across the buses through the make contacts;D2:and D3A In the present case, it will be assumed that the secondA safetyvedge SEA is located on the elevator car.k

ofnthe vdownfswitcln` The energizing circuit for -the .field windingmay include a resistor R1 which is shuntedby make .fcontacts V1r` of thespeed relay V. By inspection.- oftFig, 2, it will be observed that the .contacts U2.; U3, f D2 and D3 constitute in effect a reversingswitch for controllingthe direction of energizationof the field winding.;l Thevresistors R1 and the contacts V1 are provided for, controlling themagnitude of energization of the field winding.

The speed relay Vvmay be energized through either of One of the circuits includes make contacts f U4 of the up switch U, a limit switch 30 which is normally two circuits.

closedtand which isopened as the elevator car A nears the upper limit of its travel and the break contacts E1 of ,Y the slowdown inductor relay E. The other circuit is completed through make contacts D4 of the down switch D,

mechanical limit switch 31 which is normally closed andk whichis opened Yas the elevator car nears the lower limitl Ofitstravel in the down direction, and break contacts E2Z of the slowdown inductor relay.

As -previously pointed out, the brake 17 normally is spring-.biased into engagement with the brake drum 16', and is released by energization of a brake coil 17B. The.

coilmay be energized eitherthrough make contacts U1 of the,up switch U or through make contacts D1 of the down switch D.

In order to'energize the car-running relay M, certain safetyrdevices 33 must be in their safe conditions. t Such safety devices may include switches which are open when ythe doors -of the elevator car and the associated hoistway doors are open, and which are closed when the doors are closed to control the door relay 40. Such safety devices are wellknown in the art. The car-running relay M may beenergized through either of two circuits. One of the circuits includes the make contacts -1 of the starting,

The second circuit for energizing the car-running relay .Mt'includes the contacts 80-31 of the starting relay, make contacts X1 of the down-preference relay X, break contacts F2 Aof Vthe inductor stopping relay, normally-closed contacts of a mechanical limit switch 35 which are opened as the elevator car nears the lower limit of its travel inthe down direction and the coil of the Vdown,

SwitchD. When the down switch D is energized, make contacts D5 are closed to provide a holding circuit around the contacts 80-1 and X1.

Before the holding relay G and the inductor relays E and F can be energized, make contacts M1 of the carrunning relay must be closed. In addition, any one set of make contactsll of the reversal relay, TTI of the carcall stoppingrrelay, and K1 of the floor-call stopping relay must be energized. A holding circuit around these contacts isy established upon closure of the make contacts G1. Energization of the inductor stopping relay F further requires closure of the break contacts V2 of the speed relay.

If the break contacts J2 of the reversal relay are closed, the up-preference relay W is energized only if the elevator car is not operating in the down direction (break contacts D6 are closed); the elevator car is not conditioned for down travel (break contacts X2 are closed); and normally-closed contacts of a mechanical limit switch 36 are closed. The mechanical limit switch 36-is opened kas the elevator car reaches its upper limit of travel. Make contacts M7 of the running relay shunt the contacts J2.

of the break contacts W2 of the up-preference relay, and

closure of the normally-closed contacts of a mechanical limit switch 37. The mechanical -limit switch 37 is open when the elevator car A is adjacent the first or dispatching door.

The doors for the elevator car A are controlled by a door-control relay 45. For this relay to be initially energized, the break contacts N1 and TN1 must be closed to indicate that the elevator car is not being loaded at a terminal oor. Break contacts 70HT2 must be closed to indicate that non-interference time allowed for a corridor or oor call has elapsed or the switch 64 must be closed. In addition, the break contacts 70T1 must be closed to indicate that the general non-interference time has expired. The switch SE1 must be closed to indicate that the safety edge SE of the door is not deected. The make contacts SR1 must be closed to indicate that no object is positioned in the closing path of the door. Finally, the break contacts 70-1 must be closed to indicate that an auxiliary or shortened non-interference time has expired. When the relay 45 picks up, it closes make contacts 451 to partially complete a holding circuit for the relay.

If the switch 90 is closed, the energization of the relay 45 is further controlled by two circuits, one containing the switch MOSl and make contacts 45-4. The remaining circuit contains a cam-operated switch 68 which is open only when the elevator car is at the lower terminal oor, a switch TS1 which is open only when the elevator car is lassigned for down peak operation and break contacts NUI of a timing relay.

Should the safety-edge contacts SE1 be held open for an unreasonably long time (a door-hold button could be provided to control the relay 45 in a similar manner) or should the beams of light across the doorway be interrupted for an unreasonably long time, the break contacts NUAl close to establish with the contacts TNI and N1 an energizing circuit for the relay 45.

The door-control relay 45 controls the energization of the door-close solenoid DC and the door-open solenoid DO. If the contacts 45-2 of the door-control relay are closed, and the break contacts 40-2 are closed, the solenoid DC is energized. The contacts 407-2 are closed when the door of the elevator car A or an associated hoistway door is away from its closed condition. If a manual switch 64A is open the energization of the solenoid DC also is controlled by the contacts SES and-SEAZ in parallel.

If the door-control relay 45 is dropped out, the make contacts 45-3 are closed to complete with the switch 38 an energizing circuit for the door-open solenoid DO. The switch 38 is a limit switch which is normally closed and which is opened as the door reaches its fully-open position.

The timing relay 76T is lconnected for energizaton by make contacts M5 of the car-running relay. The energizing circuit is completed through break contacts 300-1 of an exped'iter relay. It will be noted that a resistor R2 is connected across the timing relay 70T and 'the contacts 3043-1. If the timing relay Vis energized and the contacts M5 thereafter open, the resistor R2 delays the dropout of the timing relay 70T for a suitable non-interference time, such as 5 seconds. lf the contacts 300-1 open, the relay 70T drops out promptly.

'The detector relay SR is controlled by the make contacts PR1-1 and PRL-1. These contacts are closed respectively as long as the photocells PCI and PC2 (Fig. l) are illuminated by their respective radiant venergy beams. The contacts may be bypassed by .operation of a manual switch 62.

Break conta-cts SR2 and SR3 of the relay SR .respectively control the energization of the time delay relay SRT and Ithe expediter relay 300. The time delay relay SRT may have a time delay in dropout of the orderY of o nefhalfsecond.- .Y 1"

12 fIhe expediter relay 300 also may be energized by closure of contacts 51. These contacts may be arranged to close whenever a car call is registered in the elevator car A for the purpose of expediting departure of theelevator car from a floor at which it is stopped. For present purposes it will be assumed that the contacts 51 represent a push button which is located in the elevator car A and which i-s operated to expedite departure of the elevator car from a floor.

Although the lamps LA1 and LA2 of Fig. l may be continuously illuminated, they are illustrated in Fig. 2 as illuminated through break contacts M6 of the car-running relay M.

Figure 3 Fig. 3 illustrates additional circuits for controlling door operation and circuits for energizing the car-callstopping relay TT, and the floor-call stopping relay K.

- If make contacts K2 of the door-call stopping relay and the break contacts J3 of the reversal relay are both closed, the timing relay HT is energized and picked up. This relay has a time delay in dropout determined by a resistor R3 which may be of the order of two seconds to establish a shortened non-interference time under certain conditions. lf a dierent time is desired at a certain floor a mechanical switch 69 may be operated at such door to modify the dropout time. case the switch closes to shunt a portion of the timing resistor R3 in order to increase the dropout time to say three seconds.

Make contacts 7 0HT1 and SRTl in parallel control the energization of an auxiliary relay 70.

Make contacts SR4 control the energization of a timing relay NU. This relay has a time delay in dropout (determined by a resistor R4) which may be of the order of four seconds.

Make contacts SRS of the detector relay SR and the contacts SEZ operated by the safety edge SE control in part the energization of a timing relay NUA which has a time delay in dropout of say twelve seconds as determined by a resistor R5. If the relay NUA is picked up, opening of make contacts LWAl drops out the relay promptly.

. The timing relay LWA is energized through any of four paths. One path contains the break contacts LW of the load weighing switch LW. A second path contains break contacts of a switch 68A which is closed only when the elevator car is at the bottom terminal floor and contacts TS3 which are closed only during down peak periods. The third path has contacts of a mechanical switch 68B which is closed only when the elevator car is away from the terminal floors and contacts T84 which are closed only during up peak periods. The fourth path contains a limit switch 38A which is open only when the door is open.

The car-call push buttons 2c to 4c normally are biased into their open positions against back contacts 2cx to 4ax. Each of the pushbuttons is provided with a holding coil 20c `to 4cc, which is effective for holding the associated pushbutton in its operated condition following a manual operation' of such pushbutton. To this'end, the pushbuttons may be made of magnetic material. Such construction of the pushbuttons is well known in the art.

Each of the pushbuttons 2c to 4c has front contacts controlling the connection of contact segments to the bus L+. When operated, the push button 2c connects the contact segments a2 and h2 to the bus L+. The push buttons 3c and 4c similarly connect contact segments for the third and fourth floors to the bus L+. Inasmuch as the elevator car is assumed to stop at the fifth oor or upper terminal oor at all times during up travel, the contact segment a5 is permanently connected to thebus L+. Similarly, during clown travel, the elevator car A always stops when it reaches the iirst oor, and the contact segment h1 for the rst floor is permanently connected to the bus L+.

In the present t will be understood that the contact segments a2 toaS are AarrangedV in a row on the floor selector 19 of Fig. l and are successively engaged by a brush 23 as the elevator car moves from its lower limit to its upper limit of travel. In a similar manner, the contact segments h4 to h1 are arranged in` a row in the order of the oors for successive engagement by a bush 40a as the elevator car moves from the-upper terminal to its lower limit of travel.

During up travel of the elevator car A, the car-call stopping relay TT is connected between the brush 23 and the bus L through make contacts W3 of the uppreference relay and make contacts M3 of the carrunning relay. Consequently, when the brush 23 reaches one ofthe contact segments a2 to a5 which is connected to the bus L+, the car-call stopping relay TT is connected for energization across the buses L+ and L for the purpose of stopping the elevator car at the nent tloor reached'by the car. As'the elevator car stops, the brush 23`preferably passes slightly beyond the associated contact segment.

When the elevator car A is conditioned'for down travel, thev car-call stopping relay TT is connected between the brushk 40a and the bus L through -the make contacts X3 of the'down-preference relay and the make contacts M3 of the car-running relay. Consequently, when the brush 40a reaches one of the contact segments h4 to h1 which is connected to the-bus L+, the car-call stopping relay IT is energizedto initiate a stopping operation of the elevator car at the next tloor reached by the car. As the elevator car stops, the brush 40a preferably passes slightly beyond the associated contact segment.

The coils 2cc to 4cc, are connected in series for energization either through make contacts W4 of the uppreference relay o r make contacts X4 of the downpreference relay. When the elevator car reverses'its direction of travel, the make contacts W4 and X4 both are momentarily opened to deenergize the associated holding coils for the purpose of resetting the carcall push buttons..

Each of the car-call buttons when operated also opens an. auxiliary set of normally-closed contacts 20x, Scx and 4cx respectively. These are employed in a high call circuit which will be discussed below. A set of contacts Scx and a holding coil 5cc also are provided for the fifth oor.

When the down floor-call push button 2D is operated, the down floor-call storing relay 2DR is connected therethrough across the buses L+ and L- for energization. Upon energization, the relay closes its make contacts 2DR1 to establish a holding circuit around the push button. The contact segment f2 now is connected and corresponding contact segments for the remaining elevator cars are connected) through the contacts 2lDR1 to the bus L+. The contact segments f4 and f3 similarly are connected to the bus L+ by operation of the down oorcall push-buttons 4D and 3D. The contact segments f4, f3 and f2 for the fourth, third, and second floors are positioned in a row on the floor selector 19 of Fig. l

for successive engagement by a brush 58 as the elevator car A moves from the upper terminal in a down direction.

The floor-call stopping relay K is connected between the bus L+ and the brush 58 through make contacts X5 of the down-preference relay. Consequently, if the elevatorcar A approaches the second floor during a down trip-while a down floor call is registered for such tloor, the engagement of the contact segment f2 by the brush 58 completes an energizing circuit for the floor-call stopping relay K.

Each of the down floor-call storing relays 4DR, 3DR and 2DR has an operating coil and a cancelling coil, respectively, 4DRN, 3DRN and ZDRN which is energized in opposition to the energization of the operating coil. The cancelling coil ZDRN is connected between a contact segment g2 (andsimilar contact segments Bg2 etc. for the other elevator cars) and the bus L+ through the make contacts 2DR1. As the elevator-car Aireaches the sec-.V ond floor, thefollowing energizing circuit for fthe-can celling coil is established:

L+, 213111, 2DRN, g2, 59, X6, M4, L*

Energization of the coil ZDRN opposes energization of the` relay by the operating coil and lresets the relay; It will be understood that the contact segments g4, g3

and g2 are arranged in a Vrow for successive engagementv by the brush 59 as the el-evator car proceeds downwardly from the upper terminal floor tocontrol the Aenergization of the cancelling coils 4DRN, 3DRN and ZDRN.

The down ooncall storing relays all cooperate vwith the brushes 58'and 59 in substantially the same manner to control the energization of the oor-call stopping relay during down travel of the elevator car.

When the up Hoor-call push button 2U is operated, the up floor-call storing relay 2UR is connected vfor energization therethrough across the buses L+ and L-. Upon operation, the relay closes its make contacts 2UR1 to establish a holding circuit around the push button'ZU.

As a result, a contact segment b2 is connected (and: contact segments Bb2 etc. for theother-elevator cars areA connected) to the bus L+ through such make contacts.

As the elevator car during up travel approaches the second iloor, the brush 60 engages the contact segment b2 to establish thefollowing energizing circuit for the oor-call stoppingfrelay:

L+, 2UR1, b2, 60, ws, K, Lm

This conditions the elevator to. Stop at the second floor. As the-elevator car stops at theY second oor, a brushjl engages the contact segment c2 to establish the following circuit for the cancelling coil of the storingrelay2UR:

L+, 2UR1, 2URN,c2, 61, W6, M4, L-

Such energization of the cancelling coil resultsin resetting of the storing'relay which has its main coil acting in opposition to the cancelling coil. The up floor-call push buttons 3U and 4U similarlycontrol the associated storing relays and contact segments. lt will be understood that the contact segments c2, c3 and c4, and contact segments b2, b3 and. b4 are arranged in rowskon the oor` selector for engagement successively by the brushes 61 and 60, as the elevator car A proceeds upwardly.

Figure 4 In Fig. 4 a starting. relay 80, a dispatching devicewhich normally controls the lower terminal dispatching of the` of the relay 80. When the elevator car is positioned atv the lower dispatching` floor, the energizing circuit for the starting relay normally is completed through the make contacts S1 of an auxiliary starting relay. At the upper terminal or dispatching floor, make contacts UTS1 may operate in a manner similar to the operation of thecontacts S1 for the lower dispatching oor to start thel Betweenvk elevator car from the upper terminal floor. the dispatching oors, the make contacts S1 are shunted by the contacts of a mechanical switch 63. This switch is cam operated to open when the elevator car is adjacent the upper terminal or dispatching floor and the lower dispatching lioor. For all other positions of the elevator car A, the switch 63 is closed.

The selection and timing mechanism include as one component a motor 71'which operates substantially at constant speed. This motor may be of any suitable type, butfor present purposes it will be assumed that the motor is a squirrel-cage alternating-current motor which is energized from a suitable source of alternating current. The motor 71 is connected through a spring-released electromagnetically-applied clutch 72 toa cam 73 having a protuberance for successively operating mechanical switches Y, BY, CY and DY which are associated with the respective elevator cars. The electromagnetic clutch can be energized only if one or more elevator cars are located at the dispatching oor which is assumed to be the tirst oor (one or more of the contacts L1, BL1, CL1, DL1 are closed), and if no elevator car has been selected as the next carto leave the dispatching oor (break contacts N2, BNZ, CN2 and DN2 all are closed).

The motor 71 also may be coupled through a springreleased electromagnetically applied clutch 74 to a cam 75 which is biased towards a predetermined position by a spring 76. The cam 75, when coupled to the motor 71, is rotated against the bias of the spring to close normallyopen contacts 77 a predetermined time after the cam 75 is coupled to the motor 71. The clutch 74 can be electrically energized only if no elevator car is being started (break contacts S2, BS2, CS2 and D52 are closed), and if the break contacts 1S1 of the holding relay 1S are closed. The holding relay 1S is energized upon closure of the contacts 77 to close its make contacts 1S2 for the purpose of establishing a holding circuit around the contacts 77.

The presence of an elevator car at the dispatching floor is determined by the energization of a car-position relay for each of the elevator cars. Thus, a car-position relay L for the elevator car A is energized when the brush 24 engages the contact segment e1.

The brush 24 is operated by the floor selector for e the elevator car A to engage the contact segment e1 when the elevator car is at the dispatching floor.

If the elevator car A is at the dispatching floor (make contacts L2 are closed), if it has been selected as theY next car to leave the dispatching oor (switch Y is closed), and if it is not being started (break contacts S3 are closed), the lloading relay N for the elevator car A is energized.

The loading relay may be employed in a conventional way to permit loading of the elevator car A. For example, the

loading relay when energized may operate a loading signal, such as a lamp, which indicates that passengers close the contacts 77 and energize the relay 1S, the make contacts 1S3 close to complete the following circuit:

L+, L2, S, N3, 1S3, L-

The relay S when energized closes its make contacts S4 to establish a holding circuit around the contacts N3 and 1183, and starts the elevator car A from the dispatching oor.

` If the elevator car is loaded before expiration of the interval measured by the relay 1S it may be advisable to expedite departure of the car. To this end a manual switch 99 may be closed to connect the relay 2S for energization through any of four parallel circuits, one for each of the elevator cars. vator car A includes break contacts 70T3 of the noninterference relay, make contacts N4 of the loading Vrelay and a switch LW1 which' is closed only when the load in the elevator car exceeds say 8O percent of rated capacity. Thus if the elevator car A is selected as the next car to leave the terminal iloor (contacts N4 are closed), if the non-interference time has expired (contacts 70T3 vare closed) and if the elevator car is fully loaded (switch LW1 is closed) the relay 2S picks up and closes its contacts 2S1. Since the contacts 2S1 shunt the contacts 1S3, prior closure of the former contacts expedites dispatch ,of the 'elevator car. Y

The circuit for the ele# is assumed to have timed out. vare picked up and the elevator car doors are closed.

l@ Fig. 4 also discloses a reversal relay J vwhich is connected between a brush 66 and the bus L-lthrough a manually-operated switch 67 and make contacts W7 of` SURE, 3DR2, SCX, ZURZ, k2V

(A down floor call registering relay is not illustrated in Fig. 3 for the tifth floor, but it will be understood that the break contacts SDRZ of Fig. 4 are operated by a.V

push button for the fifth oor in the same manner by which break contacts 4DR2 are operated by its push button for the fourth door.) Consequently, contacts of all call registering relays or carY call push buttons which when operated require car travel above the second floor are located between the contact circuit segments k2 forthe second oor and the bus L+.

The contact segment k3 is connected to the call circuit between the contacts 3UR2 and 3DR2. Consequently, contacts of all call registering'relays or car call push buttons requiring travel of the elevator car above the third floor are located between the contact segment k3 for the third floor and the bus L+.

connected to the call circuit at a point between the contacts 4UR2 and 4DR2. Such call circuits are well known in the art.

Y Operation VIn order to explain the over-all operation of the ele- Y vator system, it will be assumed rst that the elevator cars are at the first or dispatchingfloor when the system initially is energized. The cars are conditioned for operation in the up direction. For example, the switches MOS and M051 are closed and the elevator car A has its uppreference relay W energized. Consequently, make contacts W1, W3, W4, W5, W6, W7 of the relay are closed,

vwhereas break contacts W2 of the relay are open.

The switches (Fig. 2), 63A (Fig. 3) and 67 (Fig. 4) are assumed to beY open. Since the cars are at the first oor, the switch 63 also is open. The timing relay 70T The relays SR, 45 and 40 Switches 64A and 68A are closed and switch 63B is open.

The motor 71 (Fig. 4) is energized to rotate at a substantially constant rate.

Inasmuch as the elevator cars are assumed to be at the dispatching floor, the car-position relays L, etc. are energized. l

As a result of its energization, the car-position relay L closes its make contacts L2 to prepare certain circuits for subsequent energization. In addition, the make contacts L1 closeV to complete the following circuit for the clutch 72.

L+,.L1, 72, N2, BNZ, CNZ, DN2, L-

The clutch now couples the motor 71 to the cam 73 for i the purpose of successively closing |and Vopening the asso- 4 elevator car A:

L+, L2, N, S3,.Y, L; ,Y The loading relay NV upon energization initiates opening of normally-closed doors of the elevator car A to permitA intending passengers on the dispatching floor to Venter the In an analogous manner, the contact segment k4 for the fourth floor is elevator car. Such opening is effected by opening of contacts N 1 (Fig. 2) to deenergize the door-control relay 45. This relay opens its contacts 45-1 and 45-2 without immediate effect on system operation. However, closure of contacts 45-3 energizes the solenoid DO to open the doors. In opening, the door opens its set of contacts 33 to deenergize the door relay 4t) which opens its contacts 40-1 and closes its contacts 40-2 without immediate effect on system operation. When it reaches open position, the door opens `limit switch 38 to deenergize the solenoid DO.

Opening of the break contacts N2 (Fig. 4) deenergizes the clutch 72. Consequently, the cam 73 is uncoupled from the motor 71. Finally, the make contacts N3 close to prepare the starting relay S for subsequent energization.

When the system was placed in operation, the clutch 74 was energized through the circuit:

The energized relay 1S closes its make contacts 1S2 to establish a holding circuit around the contacts 77. The

- break contacts 1S1 open to deenergize the clutch 74, and

the spring 76 now rotates the cam to its starting position. Also, the make contacts 183 close to energize the auxiliary starting relay S through the following circuit:

L+, L2, s, N3, lss, L-

Energlzation of the auxiliary starting relay S closes the make contacts S4 to establish a holding circuit around the contacts N3 and 1S3. Break -contacts S3 open to deenergize the loading relay N. Break contacts S2 open, and this opening causes relay 1S to drop out. This has no immediate etect on the system operation.

The loading relay when deenergized opens its make contacts N3 without immediate effect on the operation of the system. ln addition, break contacts N2 close to prepare the clutch 72 for subsequent energization.

The deenergization of the loading relay further closes break contacts N1 (Fig. 2) to complete with the contacts 70-1., SR1, Tl and TN1 an energizing circuit for the door-control relay 45. The latter relay closes its make contacts 45-1 and opens its break contacts 45-3 without immediate effect on system operation. However, closure of make contacts 45-2 completes with the contacts 40-2 an energizing circuit for the door-close solenoid DC, and the door now starts to close. If the switch 62 is open and a passenger' is in the closing path of the door, he interrupts one of the beams of radiant energy and one of the sets of contacts FR-l or PR2-2 opens to deenergize the detector relay SR. This relay then opens its make contacts SR1 to deenergize the door-control relay 45. The latter opens its contacts 45-2 to deenergize the door-close solenoid and closes its contacts 45-3 to energize the door-open solenoid for the purpose of reopening a partly-closed door. The detector relay also closes its break contacts SR2 and SRS to energize the relays SRT and 300. The energization of the relay 300 has no effect at this time on the operation of the system but the energization ot the relay SRT closes make contacts SRT1 to pick up the timing relay 7@ (Fig. 3). This relay opens its break contacts itt-1. After the passenger clears the `door closing path, the detector relay SR picks up to close its make contacts SR1, and open its break contacts SR2 and SRS. The resultant drop out of the relay 300 has no etect at this time on the system operation. However, the opening of contacts SR2 starts a timing out operation of the relay SRT. After the expiration of its time delay, such as one-half second the relay SRT drops out to open 18 its contacts SRTl and such opening drops out relay 70. The relay 70 closes its break contacts 7tl-1 to complete a circuit for the relay 45.

The operation of relays NU, NUA, and LWA will be discussed below.

n some cases, it is desirable to prevent a reopening of the door by the relay ln such a case, the manually-operated switch 9@ may be closed to connect make contacts 45-4 of the door-control relay and the switch MOSI around the contacts SR1 and 70-1. When the door-control relay picks up, the resulting closure ot its contacts 45-4 assures door closure despite subsequent drop out of the relay SR, provided that the switch MOSl is closed to indicate that the motor generator set is running. For the following discussion, the switch 90 is considered to be open. Even with the switch 90 closed, if the door actually encounters a person, the safety edge would open the switch SE1 to deenergize the relay 4S and reopen the door.

It will be assumed however that no person is in the closing path and that the door closes. Upon closing. the door closes its switch 33 to complete an energizing circuit for the door relay 4t) which closes its make contacts 40-1 and opens its break contacts Litl-2 to deenergize the door-close solenoid DC.

Turning now to Fig. 4, it will be noted that closure of the make contacts S1 results from energization of the auxiliary starting relay S. inasmuch as the elevator car A is assumed to have remained at the dispatching oor for a time sufficient to permit closure of the break contacts 70'12, an energizing circuit now is complete for the main starting relay 80. Switch 65 is assumed to be closed.

The previously mentioned closure of contacts 40-1 of the door relay (Fig. 2) coupled with closure of the make contacts -1 of the starting relay completes the following circuit for the up switch and the car-running relay:

L+, {l0-1, W1, F1, 34, U, M, 4t2-1, L-

The energized up switch U closes its make contact Ul, to release the brake 17, and contacts U2 and U3 close to energize the generator eld winding 29C with proper polarity for up travel of the elevator car. Make contacts U4 close to complete through the limit switch Sti and the contacts E1 an energizing circuit for the speed relay V. The speed relay closes its make contact V1 to shunt the resistor R1 and condition the elevator car A for full speed operation in the up direction. Also, the speed relay opens its break contacts V2 to prevent energization therethrough of the stopping inductor relay F.

Returning to the up switch U, it will be noted that closure of the make contacts U5 establishes a holding circuit around the contacts 80-1 and W1. Opening of the break contacts U6 prevents energization therethrough of the down preference relay. The elevator car A now is in condition for full speed operation in the up direction and departs from the dispatching tloor.

It will be recalled that the car-running relay M was energized with the up switch U. The car-running relay closed its make contacts M1, M3, M4 and M7 (Fig. 3) without immediate effect on the operation of the system. However, closure of the make contacts M2 (Fig. 2) completes with the contacts 45-1 and N1 a holding circuit for the door-control relay 45. Opening of break contacts M6 deenergizes the lamps LA1 and LA2. Closure of the make contacts M5 energizes the timing relay 70T. This relay opens its break contacts 70T2 (Fig. 4) which causes the starting relay 80 to become deenergized. Opening of break contacts 70T1 (Fig. 2) does not immediately aitect system operation.

It will be assumed now that the passenger in the elevator car operates the car-call push button 3c (Fig. 3) to register a car call for the third door. Such operation opens the contacts 3cx Without immediate etect on the system and connects the contact segments a3 and h3 to 1-9 the bus L+. As the elevator car nears the third floor, the brush 23 engages the contact segment a3 to complete the following circuit for the car-call stopping relay TT:

L+, 3c, a3, 23, W3, TT, M3, L-

The car-call stopping relay now closes its make contacts TTl (Fig. 2) to energize the holding relay G and the slowdown inductor relay E through the closed contacts M1. Energization of the holding relay G completes through the make contacts G1 a holding circuit around the contacts TTI.

When the elevator car A in its upward travel reaches the inductor plate UEP (Fig. l) for the third tioor, the break contacts E1 are opened to deenergize the speed relay V (Fig. 2). The speed relay opens its break contacts V1 to introduce the resistor R1 in series with the generator field winding 29C, The resultant reduction in field current slows the elevator car to a landing speed. In addition, the speed relay V closes its break contacts V2 to complete through the contacts G1 and M1 an energizing circuit for the stopping inductor relay VF.

Shortly before the elevator car A in its continued upward movement at the landing speed reaches the third lloor, the inductor plate UFP for the third floor is adjacent the stopping inductor relay and completes a magnetic circuit which results in opening of the contacts F1. Opening of the contacts F1 (Fig. 2) deenergizes the up switch U and the car-running relay M.

The up switch U opens its make contacts U1 to deenergize the brake 17, and the brake is promptly forced against the brake drum 16 by its associated spring. Contacts U2 and U3 open to deenergize the generator iield winding 29C. Consequently, the elevator car A stops accurately at the third floor. Opening of the make contacts U4 and U5 and closure of the break contacts U6 have no immediate effect on the operation of the system. As the elevator` car comes to a stop the brush 23 may pass the contact segment for a slight distance to deenergize the relay TT.

The previously-mentioned deenergization of the carrunning relay resulted in `opening of the make contacts M1 to deenergize the inductor relays E and F and the holding relay G. The holding relay G opened its make contacts G1 without immediately affecting the operation of the system. I

The car-running relay also opened its make contacts M5 to start a timing-out operation of the timing relay 70T. Contacts M5 preferably open with a slight ktime delay to assure prior closure of contacts 3fm-1. This relay-70T has a time delay in drop out snfcient to permit discharge ofpassengers or entry of passengers into the elevator car A. For example, a time delay of tive seconds may be employed. Opening of the make contacts M3 and closure of the break contacts M4 have no immediate effect on the operation of the system. Closure of contacts M6 illuminates the lamps LA1 and LA2, and these illuminate their associated photocells to close contacts PRI-1 and RRZ-1 which pick up relay SR. The pick up of relay SR and the resulting deener gization of relays SRT and 360 have no immediate effect yon the operation. However, the relay SRT starts to time out.

Opening of make contacts M2 deenergizes the door control relay 45 and this relay opens its make contacts 45-1 and 45-2 without immediate etfect on system operation. However, closure of break contacts 45-3 completes with the switch 38 a circuit for the door-open solenoid DO and the door now opens. In opening, the door opens its switch 33 to deenergize the door relay 46 Without immediate effect on system operation. Y

Let it be assumed that instead of a car call, an up tloor call was registered for the third floor by operation of the push button 3U (Fig. 3). Such operation energizes the up floor call storing relay SUR which closes its make contacts `to establishV a holding circuit around the .upper-terminal floor positions of the elevator car.

20 push button. the contact segment b3 and corresponding contact segments for the remaining elevator cars of the system to the bus L+. Opening of contacts 3UR2 and 3UR3 does not affect the operation of the system at this time.

As the elevator car approaches the third floor, the brush 60 engages the contact segment b3 to energize the floorcall stopping relay K through the following circuit:

Upon energization, the floor call stopping relay closes its make contacts K1 (Fig. 2) to energize through the contacts M1 the holding relay G, the slowdown inductor relay E and the stopping inductor relay F. These relays operate in the same manner previously discussed to stop the elevator car accurately at the third oor. Contacts K2 of the floor call stopping relay also close to complete with the contacts J3 an energizing circuit for the relay H1". The latter relay 70H1 closes `its make contacts 70HT1 and opens break contacts HTZ and '76HT3 without immediately effecting the operation of the system.

As the elevator car A slows down to stop at the third tloor, the brush 61 engages .the contact segment c3 to complete the following cancelling circuit:

It will be recalled that the break contacts M4 close as the elevator car stops at the third floor. As a result of its energization, the cancelling coil BURN resets the up floor-call storing relay for the third lioor. Such reset is accompanied by -deenergization of the hoor-call stopping relay K which opens its make contacts K1 without affecting system operation. However, the opening of the make contacts K2 starts a timing out operation of the relay 70HT.

Referring-to Fig. 4, it will be recalled that the mechanical switch 63 is open only at the dispatching-floor and the Since the elevator car is now at the Vthird loor, the switch 63 is closed. Consequently, as soon as the timing relay 7 6T drops out, the break contacts 'NT2 close to complete an energizing circuit for the starting relay 80. This operates in the manner previously discussed to start the elevator car upwardly. in this way, the elevator car A continues to the upper terminal tloor, answering all registered car calls and all registered up floor calls during its upward trip.

As previously pointed out, the drop out `of the timing relay 70T provides a non-interference time which may be of the order of 5 seconds. lf desired, a longer non-inter ference time may be provided for a stop made in response to a corridor or oor stop. For example assume that the switches 64 (Fig. 2) and 65 (Fig. 4) are open and that the relay 70H1" has a delay in drop out of say six seconds. Under such circumstances, the relay 45 (Fig. 2) cannot be energized to close the door and the relay Si) (Fig. 3) cannot be energized to permit starting of the car until a non-interference time of six seconds has elapsed to permit closure of contacts 'tBHTZ and 70HT3. lt will be assumed, however, that the switches 64 and 65 are closed.

If a passenger leaves the elevator car at the third oor promptly, say, in 1 second, it follows that a substantial and unnecessary delay in the departure of the elevator car would be imposed if the relay 70T is allowed to cornplete its normal timing interval before the car departs from the third floor.

In the present case, the departure of the elevator car is expedited to an extent dependent on whether the elevator car is answering a car call or a floor call. By reference to Fig. l, it will be noted that when the car stops for a car call and the passenger leaves the elevator car at the third oor, he temporarily interrupts the beams of radiant energy directed towards the photocells PC1 and PC2. Such temporary interruption temporarily interrupts and 'drops out the` relays PRlandPRZ. Y l v i The contacts 3UR1 also serve to connect Referring tto Fig. l and Fig. 2, it will be noted that the drop out of the relays PRI and PRZ opens make contacts PRI-1 and PR21 to deenergize the detector relay SR. The detector relay opens its make contacts SR1 to prevent energization therethrough of the door-control relay 45 as long as the passenger stands in the closing path yof the door. In addition, break contacts SR2 and SR3 close to energize the time delay relay SRT and :the eX- pediter relay 3648*. Energization of lthe time delay relay SRT results in closing of the make contacts SRTI and pick up of the relay 70 without immediately affecting the operation of the system. The relay 70 opens its break contacts 70-1. The expedi'ter relay 300 opens its break contacts 3100-1 to instantly drop out the timing relay 70T. Since the timing relay is now dropped out, it closes its break contacts 70T1. However, since the contacts SR1 and 7l-1 are open, the door-control relay 45 cannot be energized. In addition, break contacts 70T2 (Fig. 4) close to complete with the switch 63 an energizing circuit for the main starting relay 80. The main starting relay 80 closes its make contacts 80-1 (Fig. 2) without irnmediate effect on the operation of the system. Contacts SR4 and SRS (Fig. 3) open to starrt timing out operations of the relays NU and NUA.

It will be assumed that the passenger passes promptly through .the doorway and that the beams of radiant energy are promptly reapplied to their associated photocells. As a result of such reapplication, the make contacts PRI-1 and RRZ-l reclose to energize the detector relay SR. This relay opens its break contacts SRS to deenergize the expediter relay 300, but such deenergization has no immediate effect on the operation of the system. Opening of the break contacts SR2 initiates a timing out operation of the time delay relay SRT. Closure of the make contacts SR1 has no immediate effect on the energization of the door control relay 45 for lthe reason that the contacts 70-1 are still open. Closure of make contacts SR4 and SRS (Fig. 3) reenergizes the relays NU and NUA.

Upon the expiration of the one-half second time delay in dropout of the relay SRT, this relay drops out to open its make contacts SRTl. The auxiliary relay 70 now closes its break contacts 70-l to `complete the energizing circui-t for the door-control relay 45. This relay 45 thereupon operates in the manner previously described to initiate a door-closing operation of the door of the elevator car A and the starting of the elevator car A from the third floor. It should be noted that this operation may save several seconds of time in starting the elevator car from the third floor.

Should another passenger immediately follow the first passenger' to leave the elevator car at the third floor, the radiant energy beams again would be interrupted to deenergize the detector relay SR. This relay would reclose its break contacts SR2 to reenergize the time delay relay SRT. out, the reenergization thereof occurs before the elevator car door starts to close and delays reclosure of the door for the full time delay of the relay SRT. If a larger' number of passengers follow each other out of the elevator car A, it follows that the relay SRT is reset in response to each departure of a passenger. A similar operation results from the successive entry of a plurality of passengers into the elevator car. Following the entry of the last passenger, the relay 45 is operated to close the door and start the elevator car.

The effect of movement of a passenger or an intending passenger out of or into the elevator car located at the third floor now will be considered for the case in which the elevator car has stopped at the :third oor in response to the floor call registered by operation of the push button 3U. lt will be recalled that if the elevator car A stopped at the third floor under these conditions, the make contacts K2 (Fig. 3) closed to energize the timing relay 70HT and then reopened to start a timing out operation of the relay. For this sequence, this relay Since the relay SRT has not yet dropped may have a delay in drop out ofthe order of two seconds. When the relay 70HT was energized, it closed its contacts 70HT1 to assist in maintaining energized @the auxiliary relay 70. It is assumed that the switch 64 is closed to shunt the break contacts 70HT2.

lf no passenger enters or leaves the elevator car for a period of two seconds, the timing relay 70HT nally drops out -to deenergize the auxiliary relay 70. The relay 70 closes its break contacts 70-1 (Fig. 2) buit the door control relay 45 cannot yet be energized for the reason that the break contacts 70T1 of the timing relay 70T are still open.

If the elevator car remains at the third oor for a total of five seconds without the entry of an intending passenger or departure `of a passenger from within the elevator car, the timing relay 70T drops out to close its break contacts 78T and 70T2 (Fig. 4). This operation of the timing relay initiates the closing of the door and the 'starting of the elevator car from the third floor in the manner previously described.

Next let it be assumed that a passenger left the elevator car one second after the elevator car stopped at the third floor. lt will be recalled that at this time the timing relays 76T and '70HT both are picked up and both are timing out.

As the passenger passes through the doorway he temporarily interrupts the beams of radiant energy directed toward the photocells PCl and PC2. Consequently, the relays PR and PR2. temporarily drop out to interrupt momentarily the energizing circuit for the detector relay SR. The detector relay SR momentarily opens its make contacts SR1 without immediate effect on the operation of the system. In addition, break contacts SR2 and SRS close to energize the time delay relay SRT and the expediter relay 300. Opening of the make contacts SR4 and SRS starts timing out operations `of the relays NU and NUA.

As a result of its drop out, the expediter relay 300 opens its break contacts 3051-1 to drop out instantly the timing relay 79T. The resulting closure of the break contacts 7tiT1 is ineffective for energizing door control relay 45 for the reason that the break contacts 7(11 of the auxiliary relay 70 are still open. The closure of the break contacts 7GT2 (Fig. 4) completes an energizing circuit for the main starting rel-ay 80. However, the main startin y relay can not start the elevator car until the door is closed.

The temporary energization of the time delay relay SRT results in an energizing and timing out of this relay, inasmuch as this relay is assumed to have a delay in drop out of the order of one-half second. It finally drops out to open make contacts SRTI. Such opening has no effect on the system for the reason that the make contacts 70HT1 are still closed.

Upon the expiration of two seconds following the stopping of the elevator car at the third iioor, the timing relay WHT drops out to open its make contacts 70HT1. This deenergizes the auxiliary relay 70 and results in closure of the break contacts 70-1 to complete the following clrcuit:

L+, 70-1, SR1, SE1, 70T1, 64, 45,TN1,N1,L-

The door control relay 4S is now energized to initiate a closing operation of the door and the resultant starting of the elevator car by a sequence which will be clear from the foregoing discussion.

Let it be assumed next that just before the timing relay 70HT timed out a second passenger followed the first passenger out of the elevator car. This resulted in another temporary interruption of the beams of radiant energy directed towards thc photocells PCI and PC2 and a temporary drop out of the relays PRI and PR2. Consequently, the detector relay SR again is temporarily dropped out to open its make contacts SR1 momentarily and close its break contacts SRS momentarily to energize the relay 300. Such operations have no immediate effect 

